Plug-in hybrid electric vehicle

ABSTRACT

A vehicle propulsion system and a method of its operation are described. As one example, the vehicle propulsion system includes a plug-in hybrid electric vehicle. The method may include starting the engine responsive to different criteria, including criteria related to potential degradation effects that may occur due to excessive durations of engine off vehicle operation.

BACKGROUND AND SUMMARY

A plug-in hybrid electric vehicle has the capability to operatesignificant distances in pure electric mode, without running the engineto recharge the battery. It is commonly assumed that a plug-in hybridelectric vehicle would run the engine only when necessary to rechargethe battery. This may be a good strategy if electricity is much cheaperthan gasoline. But it may be desirable to start the engine periodically,regardless of any need for battery charging. For example, some customersmay take mostly short trips, and may consistently plug in the vehiclebetween trips, such that the engine is almost never needed for batterycharging.

Long periods of engine inactivity could cause a variety of problems,including water condensation, corrosion, air leakage into hydraulicvalvetrain components and/or into the fuel system, oil and/or coolantleakage past rotating seals, “stale” fuel, etc. To avoid these problems,the engine should be started and operated periodically even when it isnot required for battery recharging.

The inventors herein have recognized that starting the engine at timesother than low battery state of charge may concern the driver as theyare not aware of the reason for the engine starting.

In one approach a method is provided for controlling a plug-in hybridvehicle having an engine, the method carried out by a control system.The method may comprise during a first engine stopped condition,performing a first start of the engine in response to a battery state ofcharge, where the engine is started during a first state of charge;during a second engine stopped condition, performing a second start ofthe engine in response an operating parameter, where the engine isstarted during a second state of charge, the second state of chargehigher than the first state of charge; delaying the performing of thesecond start until a selected event occurs; and performing a first stopof the engine in response to the battery state of charge, where theengine is stopped during a third state of charge higher than the firstand second states of charge.

The selected conditions may include conditions that mask engine startingand/or continued engine operation, but that also effectively utilizeengine output even if battery state of charge is sufficiently high, suchas high vehicle speeds, vehicle acceleration, etc. Further, otherselected conditions may also be used, such as if the vehicle istraveling on rough roads, high stereo volume in the vehicle, or others,and/or combinations thereof.

In this way, engine starts may be used to address potential degradationthat may occur, even if the state of charge does not require engineoperation; yet, a high driver perception can be maintained byappropriately delaying the start until the selected conditions occur.

Thus, by delaying the starting of the second, higher state of charge,engine start until the selected conditions are present, it may bepossible to better mask the potentially unexpected start from thedriver. Additionally, or alternatively, it may be possible to have theengine start repeatedly correlate to consistent conditions so that thedriver comes to expect the engine start, even though the battery stateof charge is higher than other engine starts.

Note that as used above, the first engine start may occur later in timethan the second engine start, or vice versa, and each may occur in acommon drive cycle of the vehicle. Further, the first and second enginestarts may not occur immediately following one another, and there may bevarious additional starts occurring before, after, and/or between them.

In another example, a method includes, during vehicle operation,starting and stopping the engine in response to a battery state ofcharge, where the engine is started during a first state of charge andstopped during a second, higher, state of charge; and requesting avehicle operator to start the engine in response to selected engine offconditions.

In this way, the operator can exert some control on engine starting toeither improve drive feel, and/or to accommodate information only theoperator may have, such as how long the drive cycle will last, how farthe vehicle will travel in the drive cycle, and/or intended plans forvehicle recharging. However, if the operator fails to initiate theengine for sufficient duration, the method may further include startingthe engine even without receiving a driver request to start the engine.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example vehicle propulsion system.

FIG. 2 illustrates an example internal combustion engine.

FIGS. 3-6 illustrate example routines.

DETAILED DESCRIPTION

The following description relates to systems and methods for a plug-inhybrid vehicle, such as shown in FIG. 1, including an internalcombustion engine, such as shown in FIG. 2. Example control of enginestarting and shutdown is described with regard to FIG. 3, in whichdifferent conditions generate engine starts. Under some conditions,engine starts are generated responsive to battery state of charge,whereas under other conditions, engine starts are generated to reducedegrading effects of continued engine off operation, such as when avehicle is consistently charged and the driver travels only a shortdistance such that engine operation is not needed to recharge thebattery. For example various degrading sets of conditions may occur dueto excessive engine off conditions, as described with regard to FIG. 4.When such conditions generate a need for engine operation, the enginestart may be delayed until selected conditions, such as those describedin FIG. 5, occur, thereby masking the engine start and engine operationfrom the operator. Finally, once the engine is started to address thepotential degradation that would otherwise occur, the engine operationis continued as described in the example of FIG. 6.

FIG. 1 illustrates an example vehicle propulsion system 100. Vehiclepropulsion system 100 includes a fuel burning engine 110 and a motor120. As a non-limiting example, engine 110 comprises an internalcombustion engine and motor 120 comprises an electric motor. Motor 120may be configured to utilize or consume a different energy source thanengine 110. For example, engine 110 may consume a liquid fuel (e.g.gasoline) to produce an engine output while motor 120 may consumeelectrical energy to produce a motor output. As such, a vehicle withpropulsion system 100 may be referred to as a hybrid electric vehicle(HEV).

Vehicle propulsion system 100 may utilize a variety of differentoperational modes depending on operating conditions encountered by thevehicle propulsion system. Some of these modes may enable engine 110 tobe maintained in an off state (i.e. set to a deactivated state) wherecombustion of fuel at the engine is discontinued. For example, underselect operating conditions, motor 120 may propel the vehicle via drivewheel 130 as indicated by arrow 122 while engine 110 is deactivated.

During other operating conditions, engine 110 may be set to adeactivated state (as described above) while motor 120 may be operatedto charge energy storage device 150. For example, motor 120 may receivewheel torque from drive wheel 130 as indicated by arrow 122 where themotor may convert the kinetic energy of the vehicle to electrical energyfor storage at energy storage device 150 as indicated by arrow 124. Thisoperation may be referred to as regenerative braking of the vehicle.Thus, motor 120 can provide a generator function in some embodiments.However, in other embodiments, generator 160 may instead receive wheeltorque from drive wheel 130, where the generator may convert the kineticenergy of the vehicle to electrical energy for storage at energy storagedevice 150 as indicated by arrow 162.

During still other operating conditions, engine 110 may be operated bycombusting fuel received from fuel system 140 as indicated by arrow 142.For example, engine 110 may be operated to propel the vehicle via drivewheel 130 as indicated by arrow 112 while motor 120 is deactivated.During other operating conditions, both engine 110 and motor 120 mayeach be operated to propel the vehicle via drive wheel 130 as indicatedby arrows 112 and 122, respectively. A configuration where both theengine and the motor may selectively propel the vehicle may be referredto as a parallel type vehicle propulsion system. Note that in someembodiments, motor 120 may propel the vehicle via a first set of drivewheels and engine 110 may propel the vehicle via a second set of drivewheels.

In other embodiments, vehicle propulsion system 100 may be configured asa series type vehicle propulsion system, whereby the engine does notdirectly propel the drive wheels. Rather, engine 110 may be operated topower motor 120, which may in turn propel the vehicle via drive wheel130 as indicated by arrow 122. For example, during select operatingconditions, engine 110 may drive generator 160, which may in turn supplyelectrical energy to one or more of motor 120 as indicated by arrow 114or energy storage device 150 as indicated by arrow 162. As anotherexample, engine 110 may be operated to drive motor 120 which may in turnprovide a generator function to convert the engine output to electricalenergy, where the electrical energy may be stored at energy storagedevice 150 for later use by the motor.

As will be described with reference to the process flows of FIGS. 3 and4, the vehicle propulsion system may be configured to transition betweentwo or more of the operating modes described above depending onoperating conditions.

Fuel system 140 may include one or more fuel storage tanks 144 forstoring fuel on-board the vehicle. For example, fuel tank 144 may storeone or more liquid fuels, including but not limited to: gasoline,diesel, and alcohol fuels. In some examples, the fuel may be storedon-board the vehicle as a blend of two or more different fuels. Forexample, fuel tank 144 may be configured to store a blend of gasolineand ethanol (e.g. E10, E85, etc.) or a blend of gasoline and methanol(e.g. M10, M85, etc.), whereby these fuels or fuel blends may bedelivered to engine 110 as indicated by arrow 142. Still other suitablefuels or fuel blends may be supplied to engine 110, where they may becombusted at the engine to produce an engine output. The engine outputmay be utilized to propel the vehicle as indicated by arrow 112 or torecharge energy storage device 150 via motor 120 or generator 160.

In some embodiments, energy storage device 150 may be configured tostore electrical energy that may be supplied to other electrical loadsresiding on-board the vehicle (other than the motor), including cabinheating and air conditioning, engine starting, headlights, cabin audioand video systems, etc. As a non-limiting example, energy storage device150 may include one or more batteries and/or capacitors.

Control system 190 may communicate with one or more of engine 110, motor120, fuel system 140, energy storage device 150, and generator 160. Aswill be described by the process flows of FIGS. 3 and 4, control system190 may receive sensory feedback information from one or more of engine110, motor 120, fuel system 140, energy storage device 150, andgenerator 160. Further, control system 190 may send control signals toone or more of engine 110, motor 120, fuel system 140, energy storagedevice 150, and generator 160 responsive to this sensory feedback.Control system 190 may receive an indication of an operator requestedoutput of the vehicle propulsion system from a vehicle operator 102. Forexample, control system 190 may receive sensory feedback from pedalposition sensor 194 which communicates with pedal 192. Pedal 192 mayrefer schematically to a brake pedal and/or an accelerator pedal.

Energy storage device 150 may periodically receive electrical energyfrom a power source 180 residing external to the vehicle (e.g. not partof the vehicle) as indicated by arrow 184. As a non-limiting example,vehicle propulsion system 100 may be configured as a plug-in hybridelectric vehicle (HEV), whereby electrical energy may be supplied toenergy storage device 150 from power source 180 via an electrical energytransmission cable 182. During a recharging operation of energy storagedevice 150 from power source 180, electrical transmission cable 182 mayelectrically couple energy storage device 150 and power source 180.While the vehicle propulsion system is operated to propel the vehicle,electrical transmission cable 182 may disconnected between power source180 and energy storage device 150. Control system 190 may identifyand/or control the amount of electrical energy stored at the energystorage device, which may be referred to as the state of charge (SOC).

In other embodiments, electrical transmission cable 182 may be omitted,where electrical energy may be received wirelessly at energy storagedevice 150 from power source 180. For example, energy storage device 150may receive electrical energy from power source 180 via one or more ofelectromagnetic induction, radio waves, and electromagnetic resonance.As such, it should be appreciated that any suitable approach may be usedfor recharging energy storage device 150 from a power source that doesnot comprise part of the vehicle. In this way, motor 120 may propel thevehicle by utilizing an energy source other than the fuel utilized byengine 110.

Fuel system 140 may periodically receive fuel from a fuel sourceresiding external to the vehicle. As a non-limiting example, vehiclepropulsion system 100 may be refueled by receiving fuel via a fueldispensing device 170 as indicated by arrow 172. In some embodiments,fuel tank 144 may be configured to store the fuel received from fueldispensing device 170 until it is supplied to engine 110 for combustion.In some embodiments, control system 190 may receive an indication of thelevel of fuel stored at fuel tank 144 via a fuel level sensor. The levelof fuel stored at fuel tank 144 (e.g. as identified by the fuel levelsensor) may be communicated to the vehicle operator, for example, via afuel gauge or indication lamp indicated at 196.

As described herein, engine 110 may be periodically set to a deactivatedstate where the consumption of fuel at the engine is significantlyreduced or discontinued. Where engine 110 is deactivated for extendedperiods of time, the fuel stored at fuel tank 144 may take a longer timeto be depleted by the engine. As the length of time the engine sitswithout being operated, or without being operated until it issufficiently warmed, various degrading effects may occur, as describedherein with regard to FIG. 4.

As an example, rotating coupling seals may degrade if an oil coatingthereon dissipates and humid gasses interact with the components overtime.

As another example, cyclical heating and cooling of the fuel storedon-board the vehicle (e.g. at fuel tank 144), which may be caused byheat generated by periodic use of the vehicle and/or by diurnal heatingcaused by environmental temperature changes, may cause water vapor tocondense into the liquid fuel. For example, water vapor that is presentin the ullage space of fuel tank 144 during the higher day timetemperatures may be condensed into the fuel when the temperaturedecreases to the lower night time temperatures. This addition of waterto the fuel may cause reduced or degraded engine performance.Furthermore, the addition of water to some fuels may increase the rateof fuel separation or stratification of the fuel components. Forexample, an alcohol component may separate from a hydrocarbon componentat a higher rate in the presence of water.

This plug-in hybrid electric vehicle, as described with reference tovehicle propulsion system 100, may be configured to utilize a secondaryform of energy (e.g. electrical energy) that is periodically receivedfrom an energy source that is not otherwise part of the vehicle.

The vehicle propulsion system 100 may also include a message center 196,ambient temperature/humidity sensor 198, and a roll stability controlsensor, such as a lateral and/or longitudinal and/or yaw rate sensor(s)199. The message center may include indicator light(s) and/or atext-based display in which messages are displayed to an operator, suchas a message requesting an operator input to start the engine, asdiscussed below. The message center may also include various inputportions for receiving an operator input, such as buttons, touchscreens, voice input/recognition, etc. In an alternative embodiment, themessage center may communicate audio messages to the operator withoutdisplay. Further, the sensor(s) 199 may include a vertical accelerometerto indicate road roughness. These devices may be connected to controlsystem 190. In one example, the control system may adjust engine outputand/or the wheel brakes to increase vehicle stability in response tosensor(s) 199.

FIG. 2 illustrates a non-limiting example of a cylinder 200 of engine110, including the intake and exhaust system components that interfacewith the cylinder. Note that cylinder 200 may correspond to one of aplurality of engine cylinders. Cylinder 200 is at least partiallydefined by combustion chamber walls 232 and piston 236. Piston 236 maybe coupled to a crankshaft 240 via a connecting rod, along with otherpistons of the engine. Crankshaft 240 may be operatively coupled withdrive wheel 130, motor 120 or generator 160 via a transmission.

Cylinder 200 may receive intake air via an intake passage 242. Intakepassage 242 may also communicate with other cylinders of engine 110.Intake passage 242 may include a throttle 262 including a throttle plate264 that may be adjusted by control system 190 to vary the flow ofintake air that is provided to the engine cylinders. Cylinder 200 cancommunicate with intake passage 242 via one or more intake valves 252.Cylinder 200 may exhaust products of combustion via an exhaust passage248. Cylinder 200 can communicate with exhaust passage 248 via one ormore exhaust valves 254.

In some embodiments, cylinder 200 may optionally include a spark plug292, which may be actuated by an ignition system 288. A fuel injector266 may be provided in the cylinder to deliver fuel directly thereto.However, in other embodiments, the fuel injector may be arranged withinintake passage 242 upstream of intake valve 252. Fuel injector 266 maybe actuated by a driver 268.

A non-limiting example of control system 190 is depicted schematicallyin FIG. 2. Control system 190 may include a processing subsystem (CPU)202, which may include one or more processors. CPU 202 may communicatewith memory, including one or more of read-only memory (ROM) 206,random-access memory (RAM) 208, and keep-alive memory (KAM) 210. As anon-limiting example, this memory may store instructions that areexecutable by the processing subsystem. The process flows,functionality, and methods described herein may be represented asinstructions stored at the memory of the control system that may beexecuted by the processing subsystem.

CPU 202 can communicate with various sensors and actuators of engine 110via an input/output device 204. As a non-limiting example, these sensorsmay provide sensory feedback in the form of operating conditioninformation to the control system, and may include: an indication ofmass airflow (MAF) through intake passage 242 via sensor 220, anindication of manifold air pressure (MAP) via sensor 222, an indicationof throttle position (TP) via throttle 262, an indication of enginecoolant temperature (ECT) via sensor 212 which may communicate withcoolant passage 214, an indication of engine speed (PIP) via sensor 218,an indication of exhaust gas oxygen content (EGO) via exhaust gascomposition sensor 226, an indication of intake valve position viasensor 255, and an indication of exhaust valve position via sensor 257,among others.

Furthermore, the control system may control operation of the engine 110,including cylinder 200 via one or more of the following actuators:driver 268 to vary fuel injection timing and quantity, ignition system288 to vary spark timing and energy, intake valve actuator 251 to varyintake valve timing, exhaust valve actuator 253 to vary exhaust valvetiming, and throttle 262 to vary the position of throttle plate 264,among others. Note that intake and exhaust valve actuators 251 and 253may include electromagnetic valve actuators (EVA) and/or cam-followerbased actuators.

In some embodiments, engine 110 may include a boosting device such asturbocharger or supercharger than may include a compressor 272 and/or aturbine 274 communicating via shaft 276. Exhaust system 248 may includean exhaust aftertreatment system 270.

FIG. 3 illustrates an example routine that may be performed to controlthe operation of a fuel burning engine, such as engine 110 of FIGS. 1and 2. Specifically, the control system may carry out the routine duringvehicle operation while the vehicle is travelling and/or while thevehicle is on and waiting at a stopped location, such as a stop-light.In one example, the routine controls the vehicle during vehicleoperation, including starting and stopping the engine in response to abattery state of charge (e.g., where the engine is started during afirst state of charge and stopped during a second, higher, state ofcharge) and further automatically starting the engine in response topotential degradation condition and/or requesting a vehicle operator tostart the engine in response to selected conditions, such as potentialdegradation during engine off conditions.

Referring now specifically to FIG. 3, at 310, the operating conditionsof the vehicle propulsion system may be assessed. For example, controlsystem 190 may receive sensory feedback from one or more sensorsassociated with the vehicle propulsion system components as describedabove.

As a non-limiting example, these operating conditions may include one ormore of the following: an indication of vehicle operator requestedoutput from the vehicle propulsion system, an indication of fuel levelor fuel amount at fuel tank 144, an indication of fuel usage rates bythe engine, an indication of state of charge (SOC) of energy storagedevice 150, ambient conditions including humidity, temperature, etc. andothers.

At 312, the routine may determine whether the engine is already running(e.g., whether the engine is spinning under power generated fromcombustion in the engine). If so, the routine continues to 314 (wherethe engine on timer is incremented), and if not, the routine continuesto 316 (where the engine off timer is incremented).

From 316, the routine continues to 318 to determine whether a driverrequest (such as a driver-generated vehicle output wheel torque request)is greater than a threshold level TMAX₁). Such a determination may beused where the engine is configured to directly provide drive torque tothe vehicle propulsion system, and may be omitted when the engine is notso configured, such as in a series hybrid configuration. Thus, FIG. 3shows 318 as a dashed block.

When the answer to 318 is no, the routine continues to 320 to determinewhether the battery state of charge (SOC) is less than a first minimumthreshold SOC1. In some examples, SOC1 represents a state of chargebelow which engine operation is requested to maintain sufficientmobility of the vehicle responsive to the operator commands. The firstminimum threshold may be a function of operating conditions of thesystem, vehicle, and/or battery, such as based on battery temperature,etc. Further, as noted herein, in an alternative embodiment, the firstminimum threshold may be adjusted based on various factors relating todegradation due to engine off conditions persisting.

When the answer to either 318 or 320 is yes, the routine continues to322 where the control system initiates a starting operation of theengine, or maintains operation of the engine if it is already running.Further, the routine zeros the engine off timer and engine wait timer(discussed below herein).

When the answer to 320 is no, the routine continues to 324 to determinewhether an engine start is requested due to other reasons, such asdegradation related to excessive engine-off conditions. Further detailsof the various examples of such conditions are described with regard toFIG. 4, for example. If the routine determines that engine operation isnot requested, then the routine continues to 326 to maintain the enginein the shut-down, non-combusting condition.

Otherwise, when an engine start and engine operation are requested at324, the routine continues to 328 to determine selected conditionsduring which the engine start can be performed with reduced driverperception, or when a start would be expected by the driver, includingrequesting the driver to input a request to start the engine. Theroutine then continues to 330 to determine whether such selectedconditions are present, and if so, start the engine at 322. FIG. 5provides additional details of the various selected conditions that maybe identified. Otherwise, the routine continues to 332 to increment thewait timer, and then check in at 334 whether the wait timer has exceededa maximum threshold T1. When either the wait timer is met, or theselected conditions are present, the routine starts the engine at 322.

In this way, it is possible to delay the engine starting, when theengine start is requested based on potential for degradation due toengine off conditions over-persisting. In one particular example, theabove operation enables the engine to be started at higher state ofcharge values when there is an increased potential for degradationrelated to engine off conditions over-persisting. The delay may bemaintained until selected conditions are present, such conditions thatmay mask the engine starting from the operator, and/or conditions wherethe operator would already be expecting the engine to start. Further,there may be a maximum limit to the amount of delay accepted so as toprovide engine starting to address the potential degradation in theevent the selected conditions do not occur. As such, it is possible toaddress potential degradation due to excessive engine off conditions,while at the same time maintaining high driver comfort.

Returning to the top of FIG. 3, from 314 with the engine running, theroutine continues to 340 to determine whether the engine operation isrequested based on the driver requested torque. If so, the routinecontinues to 322 to maintain engine operation. As noted above, thedetermination of 340 may be omitted, such as in the example of a serieshybrid vehicle configuration. Otherwise, the routine continues to 342 todetermine whether the state of charge is above the upper threshold SOC2,which may indicate that the battery is fully charged. If not, theroutine continues to 322 to maintain engine operation.

If the answer to 342 is yes, indicating sufficient charging has beencompleted, the routine continues to 344 to determine an engine on timerthreshold T2, as described in further detail with regard to FIG. 6. Inone example, the routine determines the desired length of time, miles,etc., for which the engine is scheduled to remain on once it is started.If the engine on time is not greater than the on timer threshold T2 at346, the routine continues to 322 to maintain engine operation.Otherwise, the routine continues to 348 to determine whether the enginetemperature has warmed to above the minimum temperature threshold. Ifnot, again the routine continues to 322 to maintain engine operation. Ifso, the routine continues to 326 to shut down the engine.

In this way, once the engine is turned on, the engine operation ismaintained until various conditions are met, such as battery charging,and until it is confirmed that requests related to engine offdegradation are no longer present. Thus, once the engine is running(e.g., where the engine was started to charge the battery), it may becontinued even after reaching maximum charging if requested to alsoaddress an engine degradation related condition, such as in order toburn fuel that has been identified as degraded or in order to circulatefluids or re-lubricate various engine components (see 324, FIG. 4, forexample).

Further, as illustrated above, the method carried out by the controlsystem may perform engine starting during different starting conditionsresponsive to different factors. This may include, during a first enginestopped condition, performing a first start of the engine in response toa battery state of charge, where the engine is started during a firststate of charge, and during a second engine stopped condition,performing a second start of the engine in response to an operatingparameter, where the engine is started during a second state of charge,the second state of charge higher than the first state of charge, wherethe initiation of the second start is delayed until a selected eventoccurs. Further, from the engine running condition, the system may stopthe engine in response to the battery state of charge, where the engineis stopped during a third state of charge higher than the first andsecond states of charge.

In such an example, the second start may be responsive to the engine offduration being greater than a threshold, where the threshold is based onambient conditions. Thus, the second start may occur even when the SOCis above the minimum starting state of charge SOC1.

As indicated herein, the engine shut down condition may include stoppingfuel injection to the engine, stopping rotation of the engine, stoppingengine combustion in the cylinders of the engine, and/or combinationsthereof.

In an alternative example, the various factors described further in FIG.4 may be used to adjust the minimum SOC threshold SOC1, rather thanbeing considered separately as shown in FIG. 3. In either case, anengine start may be performed at a higher state of charge when potentialdegradation may occur due to excessive engine off conditions, andfurther this start may be delayed until selected operating conditionsare identified as further described in FIG. 5.

Referring now to FIG. 4, a routine is described for determining whetherconditions have been identified in which extended engine off operationmay degrade engine components, vehicle components, engine restartingoperation, etc. In one particular example, FIG. 4 illustrates an exampleroutine carried out by the control system for determining whether torequest an engine start due to issues related to potential degradationcaused by excessive engine inactivity, as well as a duration up to whichthe engine start may be delayed to reduce impact on driver perception.Further, FIG. 4 includes determining an engine on duration thatschedules how long the engine is maintained on, once it is started,where the on duration is determined based on various operatingconditions, as well as based on the factors that generated the engine onrequest.

As noted herein, overly lengthy periods of engine inactivity may cause avariety of issues, including: condensation of water into the engine,transmission (if present), fuel tank, or other components; corrosion ofmoving parts; drain-down of oil systems, and air leakage into hydraulicsystems, including hydraulic valve lash adjusters, hydraulic variablecamshaft timing actuators, etc.; drain-down of the fuel system and/orfuel rail; air leakage into the fuel system and/or fuel rail; oil and/orcoolant leakage past rotating seals; stale fuel, or fuel inappropriateto the season (as fuel formulations may vary depending on the season,winter, summer, etc.). Thus, even if an operator plugs in the vehicleevery day and rarely drives long enough to deplete the battery charge toa level where engine operation is performed to charge the battery(SOC<SOC1, for example), the above conditions may occur. Specifically,the vehicle may experience rough engine starts, engine stalls, excessivestart-up exhaust emissions, lighting of MIL (Malfunction Indicator Lightor “Check Engine” light), or even mechanical damage to the engine andrelated systems. As such, by considering one or more of the conditionsthat may generate such effects, the engine may be started even when thestate of charge does not generate an engine starting request, asillustrated in the example of FIG. 4

First, in 410, the routine determines whether the engine off timer isgreater than a first threshold OT1, which represents the maximum timebeyond which the engine can be maintained off. The engine off time maybe counted differently depending on whether the vehicle is operating, orbased on conditions of the engine off operation. For example, the timercould account for vehicle operation time separately from parked time,for example with a weighted sum.

The threshold OT1 may be set as an outer limit so that even if no otherconditions request an engine start, a start will still be periodicallyrequested to reduce potential for degradation. If so, the routinecontinues to 412 to determine a first wait time (TA that can betolerated when waiting for selected restarting conditions that reducedriver perception of the engine start), and a corresponding on time. Thewait time may be from the initiation of the request. In one example, thewait time TA and/or on time may be based on various operatingconditions, such as ambient temperature, ambient pressure, state ofcharge, etc. For example, the determined wait time may be lengthenedwhen the vehicle is operating with a battery SOC significantly aboveSOC1, such as 20% above SOC1.

Next, in 414, the routine determines whether the engine off timer isgreater than a second threshold OT2, which represents the time beyondwhich corrosion of moving components may occur due to watercondensation. The threshold OT2 (and thus the engine start) may be basedon ambient humidity and/or temperature. If the answer to 414 is yes, theroutine continues to 416 to determine a second wait time (TB that can betolerated when waiting for selected restarting conditions that reducedriver perception of the engine start) and a second engine on time. Inone example, the wait time TB and/or on time may be based on variousoperating conditions, such as ambient temperature, ambient pressure,state of charge, etc. For example, the determined wait time may belengthened when the vehicle is operating with a battery SOCsignificantly above SOC1, such as 20% above SOC1.

Next, in 418, the routine determines whether the engine off timer isgreater than a fourth threshold OT3, which represents the time beyondwhich engine oil may drain from selected components. The threshold OT3(and thus the engine start) may be based on ambient temperature, asincreased temperature may increase oil viscosity and increase draining(thus, the threshold OT3 may decrease at higher ambient temperatures).If the answer to 418 is yes, the routine continues to 420 to determine athird wait time (TC that can be tolerated when waiting for selectedrestarting conditions that reduce driver perception of the engine start)and third engine on time. In one example, the wait time TC and/or ontime may be based on various operating conditions, such as ambienttemperature, ambient pressure, state of charge, etc. For example, thedetermined wait time may be lengthened when the vehicle is operatingwith a battery SOC significantly above SOC1, such as 20% above SOC1.

Next, in 422, the routine determines whether the engine off timer isgreater than a fourth threshold OT4, which represents the time beyondwhich fuel degradation may occur due to excessive in tank time, changesin ambient temperature, and/or changes in the season. In one particular,example, the threshold OT4 (and thus the engine start) may be based onambient temperature, and in particular a degree of change between aminimum and maximum of an ambient condition, and a number of cyclesbetween minimum and maximums of the ambient condition. For example, thecontrol system may monitor changes in ambient temperature over daysand/or weeks, and thus determine a degree of potential degradation offuel stored on-board the vehicle during this time. Thus, if the vehiclehas been consistently recharged each night, and driven mostly forrelatively short distances, very little fuel may be needed for poweringthe vehicle, and thus the fuel may be held in the tank for a long time,experiencing many temperature cycles due to the change in temperature ofambient conditions as well as due to vehicle operation. Thus, bymonitoring a degree of these daily changes, and the number of cycles ofsuch changes, it may be possible to determine more accurately when fueldegradation may occur, and in turn schedule engine operation to consumefuel by starting and operating the engine based on these factors, it ispossible to maintain consistent engine starting.

If the answer to 422 is yes, the routine continues to 424 to determine afourth wait time (TD that can be tolerated when waiting for selectedrestarting conditions that reduce driver perception of the engine start)and/or on time. In one example, the wait time TD and/or on time may bebased on various operating conditions, such as ambient temperature,ambient pressure, state of charge, etc. For example, the determined waittime may be lengthened when the vehicle is operating with a battery SOCsignificantly above SOC1, such as 20% above SOC1.

Next, in 426, the routine determines whether the engine off miles drivenis greater than a threshold MD1. For example, some engine off issues maybe a function of vibration during vehicle operation, which could beinferred from miles driven, or measured with accelerometers (e.g.sensors used for electronic stability control or roll stabilitycontrol). The threshold MD1 (and thus the engine start) may be based onthe vehicle acceleration, rough road indications (e.g., as indicatedfrom vertical acceleration and/or lateral acceleration), etc. If theanswer to 426 is yes, the routine continues to 428 to determine a fifthwait time (TE that can be tolerated when waiting for selected restartingconditions that reduce driver perception of the engine start) and fifthengine on time. In one example, the wait time TE and/or on time may bebased on various operating conditions. For example, the determined waittime may be lengthened when the vehicle is operating with a battery SOCsignificantly above SOC1, such as 20% above SOC1.

When any one of the determinations of 410, 414, 418, 422, and 426indicate that conditions may be present where degradation may occur(e.g., because a timer has reached past the threshold), an engine startrequest is generated, and the engine on time and wait time are selectedbased on which factor requested the engine start. Then, at 430, theroutine generates the engine start request based on one or more of thedeterminations (see 324, FIG. 3). Further, in 432, in the event thatmultiple conditions are identified (and multiple wait times and/orengine on times are determined), the routine determines a minimum waittime of the determined wait times, as well as a maximum engine on timeas the maximum of the determined on times. Thus, in one example where anengine start requested is generated based on both ambient humidity aswell as the number of miles driven, the engine wait time is selected asthe smaller of the ambient humidity based wait time and the number ofmiles based wait time, so that the condition needing early attention isaddressed through an engine start. Likewise, the engine on time isselected as the longer of the ambient humidity based on time and thenumber of miles based on time, so that the condition needing greaterengine operation is addressed.

In this way, it is possible to monitor vehicle operation and identifywhen one or more of the above particular modes of degradation occur, andfurther to request an engine start in response thereto. Further, byproviding an indication of the urgency of such a request (e.g., via thedetermined allowable waiting time), it is possible to prioritize theengine start when needed, and allow additional delay when such delay canbe accommodated. This enables the start to be better aligned withmasking conditions to improve driver comfort. Further, rather thanproviding an adjusted allowable wait time based on operating conditions,the routine may modify the threshold for the conditions selected formasking engine starting. For example, if the engine start is delayeduntil the vehicle speed reaches a threshold vehicle speed, the thresholdvehicle speed may be reduced as the urgency of the requested start isincreased. See FIG. 6 for still further additional details of examplesof such operation.

In another alternative embodiment not relying on waiting time, theroutine may determine adjustments to the minimum state of charge SOC1and adjust the value upwards when one or more of the above potentialdegradation conditions is identified, to thereby force an engine startto be earlier than it otherwise would if such conditions were notpresent.

Further, as illustrated above, the wait time and/or engine on time maybe selected to be different values depending on the reason forrequesting the engine start. For example, the engine on time for anengine start related to temperature effects may be longer than theengine on time for an engine start related to ambient humidity effects,since it may take a longer duration to sufficiently use potentiallydegrading fuel as compared with re-lubricating various components.

Referring now to FIG. 5, a routine is described for determining whetherselected engine starting conditions are present that can help mask theengine start (from 328, and 330), where a requested engine start may bedelayed until such conditions are identified. Note that as describedabove with regard to FIG. 3, a request for engine starting due to stateof charge (318 or 320) is not subject to such conditions.

In one example, the control system generates a request to the vehicleoperator to start the engine. For example, the system may illuminate anindicator light, or generate a text-based message on a message center.Further, the system may display the request via a navigation system orentertainment system. The display could simply inform the driver that anengine start is needed soon, or it could indicate the urgency, e.g.“please start the engine within [X] miles,” wherein a lower number ofmiles indicates increased urgency. By having the operator input arequest to start the engine, the start may be perceived as lessintrusive and more acceptable by the operator.

Additionally, or alternatively, the control system may determine when tostart the engine, either completely without driver intervention, orafter the driver has failed to respond to the request. Thus, because anengine start is most likely to be imperceptible when other sources ofNVH (Noise, Vibration, and Harshness) are high, for example at highvehicle speeds (tire and wind noise), high acceleration rates (electricmotor and/or gear noise), on rough pavement, or when the audio system isplaying, the start may be delayed until one or more of the aboveconditions is present.

Referring now to FIG. 5, at 510, the routine requests operator input tostart the engine. Then, at 512, if an operator request is received, theroutine indicates that selected engine starting conditions areidentified at 514 and an engine start may be carried out at 322.Otherwise, the routine continues to 516 to determine whether vehiclespeed is greater than a threshold (e.g., 60 mph), and if so continue to514. Specifically, increased vehicle speed may be used to mask an enginestart since it is likely to be sustained for sufficient time to startthe engine and allow the engine to warm-up sufficiently (e.g., highwaydriving). Also such operation may require higher power levels, thereforethe engine output can be used efficiently even if the battery is fullycharged.

When the answer to 516 is no, the routine continues to 518 to determinewhether vehicle acceleration is greater than a threshold (and/or ifvehicle wheel torque is greater than a threshold), and if so, continueto 514. An increase in vehicle acceleration rate may also utilize highpower levels, and therefore the engine output can be used efficientlyeven if the battery is fully charged. However, as high acceleration mayoccur for shorter duration, this condition may be selected with lesspreference than the vehicle speed threshold. For example, only after asufficiently high vehicle speed has failed to occur would the controlsystem consider triggering an engine start responsive to acceleration.

When the answer to 518 is no, the routine continues to 520 to determinewhether rough road surface (e.g., rough pavement) is present (and thevehicle is traveling along the road at greater than a minimum speed,such as 30 mph), as driving on such a surface may effectively maskengine starting and continued operation. However, the duration of such aroad surface may be unpredictable and thus again starting under suchconditions may be made a lower priority than starting at high vehiclespeeds as indicated at 516.

When the answer to 520 is no, the routine continues to 522 to determinewhether the audio system is in operation and volume is greater than athreshold. Audio system operation may be effective at masking enginestarting and engine operation, but as with rough road, the duration maybe unpredictable and it is not correlated to power demand. Again, thiscondition may be set to a lower priority than the determination of 516,such that only after vehicle speed has not reached the threshold of 516for a specified duration does the control system consider the conditionsof 520 to enable and mask an engine start and continued engineoperation.

While the above examples illustrate one approach, various modificationsmay be included. For example, the control system may account formeasured or inferred battery State of Charge (SOC) in identifying theselected conditions of FIG. 5. For example, engine starts may be delayedat higher SOC, or initiated sooner at lower SOC, so that the engineoutput can be used efficiently, as also indicated with regard to thewaiting time in FIG. 4. Such operation may also increase engine startpredictability, because the operator expects the engine to start atlower SOC. Another predictability factor is that engine starts inresponse to specific events, such as high vehicle speed, are likely tobe more acceptable to the operator than engine starts which appearrandom to the driver.

If none of the conditions are present, the routine continues to 524 toso indicate and thus the routine may continue waiting (unless themaximum waiting duration has elapsed, as noted with regard to FIG. 4).

In this way, it is possible to make engine starts predictable, to makethem less perceptible as possible, and to reduce the efficiency penaltyof engine operation.

Referring now to FIG. 6, a routine is described determining how long toschedule the engine operation when requested from one of thedeterminations of FIG. 4, and further when to stop such engineoperation. In one example, the engine is scheduled to continue operationfor a pre-determined minimum time, and/or until a pre-determined minimumtemperature is attained (e.g. oil or coolant temperature). If batterySOC is low, the engine may continue to run until a minimum SOC isachieved, in order to mimic an engine operation event initiated by lowSOC (e.g., SOC<SOC1) and make the engine operation appear morepredictable to the operator. Further, the length of engine operation maybe shortened at high SOC conditions to reduce degradation of thebattery.

Further, in one example, the length of engine operation may bedetermined based on the source of the engine start request, such asdescribed with regard to FIG. 4 in which different potential degradationconditions generate different required engine on durations. In anotherapproach, the on time threshold may be determined as described in FIG.6, in which the on time is set based on battery SOC and an amount offuel stored on-board the vehicle (or until a predetermined amount offuel is used by the engine).

First, at 610, the routine determines a threshold for engine onoperation (such as the threshold T2 of 346) based on the current batterySOC at which the engine was started. If the SOC was low, the durationmay be increased, and vice versa. Further, at 612, the routine adjuststhe threshold based on the amount of fuel stored in the vehicle.Specifically, if the engine start was requested due to degradation offuel, then the threshold T2 is increased for higher amounts of storedfuel in order to better purge potentially degraded fuel from the tank.

Note that the example process flows described herein can be used withvarious engine and/or vehicle system configurations. The process flowsdescribed herein may represent one or more of any number of processingstrategies such as event-driven, interrupt-driven, multi-tasking,multi-threading, and the like. As such, various acts, operations, orfunctions illustrated may be performed in the sequence illustrated, inparallel, or in some cases omitted. Likewise, the order of processing isnot necessarily required to achieve the features and advantages of theexample embodiments described herein, but is provided for ease ofillustration and description. One or more of the illustrated acts orfunctions may be repeatedly performed depending on the particularstrategy being used. Further, the described acts may graphicallyrepresent code to be programmed into the computer readable storagemedium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-8, V-10, V-12, opposed 4, and other engine types. Thesubject matter of the present disclosure includes all novel andnon-obvious combinations and subcombinations of the various systems andconfigurations, and other features, functions, and/or propertiesdisclosed herein.

The following claims particularly point out certain combinations andsubcombinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and subcombinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

1. A method for controlling a plug-in hybrid vehicle having an engine,the method carried out by a control system, comprising: during a firstengine stopped condition, performing a first start of the engine inresponse to a battery state of charge, where the engine is startedduring a first state of charge; during a second engine stoppedcondition, performing a second start of the engine in response anoperating parameter, where the engine is started during a second stateof charge, the second state of charge higher than the first state ofcharge; delaying the performing of the second start until a selectedevent occurs; and performing a first stop of the engine in response tothe battery state of charge, where the engine is stopped during a thirdstate of charge higher than the first and second states of charge. 2.The method of claim 1 wherein the selected event includes vehicle speedgreater than a threshold.
 3. The method of claim 1 wherein the selectedevent includes vehicle acceleration greater than a threshold.
 4. Themethod of claim 1 wherein the selected event includes vehicle vibration,including vertical acceleration and/or lateral acceleration, greaterthan a threshold.
 5. The method of claim 1 wherein the selected eventincludes vehicle wheel torque greater than a threshold.
 6. The method ofclaim 1 wherein the second start is responsive to an engine off durationbeing greater than a threshold, the threshold based on ambientconditions.
 7. The method of claim 6 wherein the ambient conditionsinclude ambient humidity.
 8. The method of claim 6 wherein the ambientconditions include a degree of change between a minimum and maximum ofan ambient temperature, or a number of cycles between the minimum andmaximum of the ambient temperature.
 9. The method of claim 6 wherein theselected event is based on the battery state of charge.
 10. The methodof claim 1 further comprising, performing a second stop of the enginefollowing the second start responsive to a duration of engine operationfollowing the second start.
 11. The method of claim 1 furthercomprising, performing a second stop of the engine following the secondstart responsive to engine temperature being greater than a temperaturethreshold.
 12. The method of claim 1 further comprising, performing asecond stop of the engine following the second start responsive to anamount of fuel being used.
 13. A method for controlling a plug-in hybridvehicle having an engine, the method carried out by a control system ofthe vehicle, the method comprising: during vehicle operation: startingand stopping the engine in response to a battery state of charge, wherethe engine is started during a first state of charge and stopped duringa second, higher, state of charge; requesting a vehicle operator tostart the engine in response to selected engine off conditions; andstarting the engine without receiving an operator input after aduration.
 14. The method of claim 13 wherein the operator request isgenerated on a vehicle message center.
 15. The method of claim 13further comprising starting the engine in response to an operator input.16. The method of claim 13 wherein said duration is a number of milesdriven or a duration of time.
 17. A method for controlling a plug-inhybrid vehicle having an engine, the method carried out by a controlsystem of the vehicle, the method comprising: starting and stopping theengine in response to a battery state of charge, where the engine isstarted in response to the state of charge being below a first state ofcharge and stopped in response to the state of charge being above asecond, higher, state of charge; generating an engine starting requestin response to a duration of an engine off condition even when the stateof charge is above the first state of charge; and starting the engine inresponse to the engine starting request only after selected conditionsoccur or after a first threshold duration elapses from the initiation ofthe request, where the first threshold duration is based on operatingconditions, and continuing operation of the engine until the engineoperates for a second threshold duration, where the second thresholdduration is varied based on which conditions generated the enginestarting request.
 18. The method of claim 17 wherein when the request isgenerated responsive to ambient humidity, the second threshold durationis set to a first duration, and when the request is generated responsiveto ambient temperature, the second threshold duration is set to a secondduration different from the first duration.